Diesel engine



4 Sheets-Sheet l INVENTOR ATTO RN EYS y E. SCHUTZNIEDRIG DIESEL ENGINE Filed Dec. l2, 1930' i March 7, 1933.

March 7, 1933. E. scHUTzNlEDRlG 1,900,587

DIESEL ENGINE Filed Dec. 12, 1930 4 sheets-sheetA 2 N O Q *1 INVENTOR,

ATTORN EYS March 7, 1933. 'E SCHUTZNIEDRIG 1,900,587

DIESEL ENGINE Filed Deo. l2, 1950 4 Sheets-Sheet 5 um mm @m Voi mmdw ow H u MMX `v Filed Dec. l2, 1930 4 Sheets-Sheet 4 wam ATTORNEYS Patented Mar. 7, 1933 UNITED STAT-Es PATENT OFFICE EWALD SCHUTZNIEDRIG, OF DETROIT, MICHIGAN, ASSIGNOR T VICTOR XOQH, 0F DETROIT, MICHIGAN" DIESEL ENGINE Application led Beeember 12, 1930. Serial No. 501,776.

The present invention pertains to a novel i Diesel engine, and the principal object is to ders are grouped in pairs having a combustion chamber common to the members of each pair.

The invention further includes a novel means for circulating and cooling the lubricating oil. Cooling members are positioned between vertically spaced banks of cylinders and are connected to the water jackets of the cylinders. Through the cooling members are passed pipes adapted, by means of pumps, to

receive oil from the drainage end of the lubriv eating system and discharge it into the receiving end of the system. The pumps for circulating the oil, as well as the water pump, are geared to one orthe other of the aforementioned shafts.

Another object of the invention is to provide means for varyingthe ejection pressure of the fuel at the nozzles as well as the charge to be delivered. This system involves a chamber in communication with each nozzle and connected to receive fuel from ply source. A plunger works in each chamber for the purpose of. varying the volume and pressure therein and hence the ejection pressure at the nozzles. pressure may be varied in the manner stated, a relief by-pass is provided for each chamber and is controlled by a valve.4 The valve is actuated by the same member that actuates the plunger and the extent of opening of the valve on each stroke is determined by the adjustment of a contact member carried by the actuating member and engagingthe valve.

The invention is fully disclosed by way of a common sup- In order that this example in the following description and 1n the' accompanying drawings in which- Figure 1 is an end view or elevation of the engine, partly in section;

Fig. 2 is a detail section of one of the nozzles;

Fig. 3 is a plan view of the engine, partly broken away and partly in section;

Fig. 4 is an elevation, partly in section,

at the end opposite that shown in Fi 1;

Fig. 5 is a cross section of one o the oil cooling units;

gig. 6 is a plan section of the valve box; an

Fig. 7 is a section on the line 7-7 of Fi 6. Reference to these views will now be had by use of like characters which are employed to designate corresponding parts throughout.

The engine is of the double opposed type,

having vthe opposed cylinders arranged at an angle to each other and provided moreover, in horizontally extending banks, one above the other. The cylinders may be considered as lyin ing or housing 1, the purpose of which will presently ap ear. l'Io opposite sides of the central mem er are secured cylinder blocks 2 and 3. In each of the blocks are drilled upper and lower banks of cylinders 4 and 5 respectively converging in the outward direction. The upper and lower cylinders in the block 2 are opposed and at an angle to the upper and lower cylinders in the block 3 as may clearl be seen in Figs. 1 and 4.

Pistons l are slidably mounted in the several cylinders and provided with connect ing rods 8 extending towards the housing 1. In this member are journalled two crank shafts 9 and 10, the former lying between the upper banks of cylinders and the latter between the lower banks. The connecting rods 8 are joined to the throws 11 of this shaft in the usual manner. Between the shafts 9 and 10 is journalled a powertake-of shaft 12 in the housing 1 and parallel to the shafts 9 and 1 0. The latter shafts are geared to the shaft 12 by sprocket chains 13 in a manner well known in the art.

Valve heads 14 are bolted to the ends of the cylinder blocks 2 and 3 in such a manner at opposite sides rof a central castthat each head forms combustion chambers 15`common to an upper and a lower cylinder. Between the chambers, each valve housing 14 is extended as at 16 (Fig. 3) to contact with the corresponding cylinder block between adjacent cylinders, in order to separate the combustion chambers of the vertical pairs of cylinders.

Each valve head is in communication with an air supply line 17 which in turn in connected to the chambers 15 by ducts 18. In like manner, each valve head has an exhaust line 19 connected to each chamber 15 by a duct 20. The exhaust line is formed with external cooling ins 21.

Puppet valves 22 are slidably mounted in the heads and seat at the ends of the ducts 18 where they communicate with the respective chambers 15. Similar valve 23 seat in the ducts 20 where they communicate with the chambers 15. Inasmuch as all these valves are identical in their assembly, a description of only one of them will suffice.

Each valve is provided at itsexternal end with a spring retainer 24, and a spring 25 surrounds the valve stem between the retainer and a shoulder 26 on the valve head 14.

An auxiliary Vhousing 27 is supported on or formed as a part of each valve housing 14 and serves to support a pair of rock shafts 28 and 29 as well as a cam shaft 30. For each of the valves 22 and 23, an arm 31 is secured to one of the shafts 28 and 29, the inner ends of opposite arms are provided with rollers 32, while the free ends are adapted to contact with the free ends of the valve 22 and 23. The latter ends are equipped with adjustable contact studs 33 for proper adjustment in the operation of the valve.

The upper arms 31 are forked as indicated by the numeral 34 in Fig. 3, and the rollers 32 carried by the prongs of the fork are engaged by parallel cams 35 on the shaft 30. The lower arms 31 extend between the prongs of the forks, and their rollers are engaged by cams 36 on the shaft 30.

In order to drive the cam shaft 30, a pair of countershafts 37 and 38 are journalled on the ends of the cylinder blocks 2 and 3 respectively. The inner ends of these shafts are geared as at 40 to one end of the take-off shaft 12, while the outer ends are geared to the cam shaft 30 as indicated by the numeral 41. It will be seen in Fig. 1 that the pistons vertically above and below each other are so connected to the crank shafts as to operate in unison, and similarly -the valves 22 and 23 for such a pair of pistons also operate in unison.

The housings 14 are formed with partitions 42 in which are inserted nozzles 43 Communieating with the combustion chambers 15. A valve box 44 is secured upon the housing 1 and contains mechanism for controlling the ow of fuel through the nozzles.

In the box 44 is journalled a cam shaft 45 parallel to the shaft 9 and connected thereto by a sprocket chain 46. One of the side walls of the box 44 is formed With a series of ports 47 connected by lines 48 to the nozzles 43 at the cylinder block 2. In like manner the opposite wall of the box has ports 49 connected by lines 50 to the nozzles at the cylinder lblock 3.

At the inner ends of each of the ports 47 and 49 is formed a chamber 51 in the corresponding side Wall of the boX 44. The chambers 51 at the ports 47 communicate with a supply channel 52, and in like manner a similar supply channel 53 is connected to the chambers at the ports 49. e

A plunger 54 is slida-bly mounted in line with each of the ports 47 and 49 and is adapted to diminish the volume inthe corresponding chamber 51 and to increase the pressure in the adjacent port, thereby furnishing the ejection pressure of the connected nozzle. For actuating the plungers 54, levers 55 are pivotedin the box 44 and are adapted to engage rollers 56 carried by the inner ends of the plungers. The levers moreover rest on cams 57 formed on the shaft 45, 'one for each plunger. Each plunger is placed under tension towards its lever and cam by a spring 58.

For varying the ej ecting pressure at the nozzles, there is provided an adjustable overow system for each chamber 51. At the base of each chamber 51 is a valve seat 59 leading to a port 60. The ports 60 at each side of the shaft are interconnected by passages 61 from which extend return lines 62 leading to the source of oil supply. A valve 63 is slidable through each port 60 and is adapted to control the adjacent valve seat 59. The inner end of each such valve has a head 64 engageableby a stud 65 carried by the correspond ing lever 55. Springs 66 surround the valves at the head 64 and tend to draw them to closed position. Stems 67 extend from the valves towards the side walls of the box 44 and are formed with heads 68 which in turn are engaged by springs 69 also tending to move the valves to closed position. The studs 65 are adapted to open the valves as the plungers 54 move towards the ports 47 and 49, thereby permitting a portion of the contents of the chambers 51 to be returned to the source. The amount of opening of the valves 63 is adjustable by reason of the fact that the studs 65 may be adjusted in the levers 55 by means of nuts 70.

At each side of the take-off shaft 12 and between the horizontal blanks of cylinders is disposed an oil cooling system as shown more clearly in Figs. 3 and 5. Each such system comprises headers 71 and 72 at opposite ends of the banks and connected by pipes 73. An enclosing structure 74 contains each set of pipes and is divided horizontally by a partition 75. Each of the headers 72 has an intake pipe 76 at one side of the partition and an outings of the crank sha mounted two gear pumps. One of these pumps comprises a pair of shafts 81 and 82 carrying meshing gears 83. The other pump is of a similar nature comprising a pair of shafts 84 and 85 carryin meshing gears 86. The pumps are divided y a partition 87 formed as a part of the pump housing. The upper end of at least one shaft of each pump carries a worm gear 88 meshing with a worm 89 on the lower shaft 10, whereby the pumps are propelled.

At one side-of the partition 87, namely the side at which the gears 86 aredisposed, is formed a port or passage 90 which leads from the usual oil sump (not shown). A passage 91 extends from the passage 90 to the gears 86 at the intake side theieof, and from the outlet side is extended a line 92 connected to the inlets 76 of the oil coolers for the purpose already indicated. The outlets 77 are connected to a line 93 leading t0 a passage 94 which is in communication with the pump consisting of the ears 83 at the intake side thereof. From tle outlet side is extended a line 95 leading into one end of the housing 1 and extending substantially the entire length thereof as inV Fig. 3. This line is branched at 96 to the bearings 97 of the take-off shaft 12. rlhis line is again branched upwardly at 9,8 and downwardly at 99 (Fi 4) to the end beart. Channels 100 are formed through the cranks of the crank shaft and are brought into communication with the bearings between the crank arms and connecting rods 8 as indicated by the numeral 101 in Fig. 3. lThe connecting rods 8 moreover are formed with passages 102 extending from the channels 100 lo the wrist pin bearings 103 as `may be seen in Fig. 4. The lubricant which flows through the bearings is delivered to a sump (not shown) and thence to the passage 90 and pump 86 in the manner already described. y

At the lower part of the housing 1 is also supported a water pump 105 having a water intake pipe 106 connected lo the intake side thereof. The pump has two outlet pipes 107 leading to water jackets 108 formed around the several cylinders 2 and 3 and communieating with the spaces within the enclosures 74. The inlets to the water jackets preferably connect to the lower portionsl of the latter, while the water is withdrawn through outlets 109 at the upper portions of the water jackets.

clearly shown In the operation of the device, the pistons and vertically spaced cylinders move munison', inasmuch as these cylinders have a common combustion chamber \15. The power from opposed cylinders is crank shafts 9 and 10' and thence to the power take-oil' shaft 12 as already described.

The plungers 54 are oscillated at roper intervals relative to the intake stro es of the respective pistons. Each plunger, in moving towards the corresponding port 47 or 49, diminishes the volume of the chamber system with which it communicates and thus raises the pressure therein suiciently to expel and atomize the fuel at the com# municating nozzle 42. Between each of the chambers 51 and the corresponding supply line 52 or 53-is inserted a check valve constituting a ball 110 ada ted to close against a'seat 111 and normal y held closed by a spring 112. The valve opens in the direction from the supply line to the chamber, and the spring 112 is light enough to be overcome by the normal supply pressure m the lines 52 and 53. To regulate the pressure or the supply of fuel to the nozzles, the valves 63 are adJusted by means of the studs 65 1n the manner already described.

Water is circulated by means of the pump 105 through the water jackets 108 and around the pipes 73. Lubricating oil-.is delivered to the bearings by the pump 83, returning through the passages 90 and 91 to the pump 86 by which it is sent to the inlets 76 of the cooling units, returning by the line 93 to the intake side of the pump 83. It w1ll be ev1- dent that the water cooling system for the cylinders also serves to cool lubricating oil and maybe further extended to the valve heads 14. y v v It will be evident that the invention is also useful in the form of a single unit, as distinguished from the double opposed construction, as an automobile engine. In such case the'crank shaft would be geared to the propeller shaft in a manner to furnish the necessary or desirable driving relatlon between the speed of the engine and the speed of the propeller shaft.

Although a specific embodiment of the 1n- Vention has been illustrated and described, .1t will be apparent that various alterations 1n the-details of construction may be made without departing from the scope of the invention as indicated by the appended claims.

What I claim is:

1. In a Diesel engine, upper` opposed banks of cylinders,` lower opposed banks of cylinders, heads applied to the outer ends of sald cylinders and forming combustion chambers common to each pair of verticall spaced cylinders and in communication t erewlt'h, means for supplying air and fuel to sald chambers, banks and between the lower banks of cylincounter shafts between the upper ders, pistons in said cylinders and coniiected to said shaft, and a take-off shaft between said counter shafts and geared thereto.

2. In a Diesel engine, upper opposed banks of cylinders, lower opposed banks of cylinders, heads applied to the outer ends of said cylinders and forming combustion chambers common to each pair of vertically spaced V cylinders and in communication therewith,

the upper banks converging towards the lower banks in the direction of said heads, means for supplying air and fuel to said chambers, counter shafts between the upper banks and between the lower banks of said cylinders, pistons in said cylinders and connected to said shaft, and a take-off shaft between said counter shafts and geared thereto. In testimony whereof I aflix my signature.

EWALD SCHUTZNIEDRIG. 

